Used: ’03-’07 Cadillac CTS, CTS-V

The first-generation Cadillac CTS returned the shine to the luxury brand's image.

GM, handout

Pre-owned autos

by
Graeme Fletcher, Canwest News Service | October 22, 2009

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The CTS was born out of Cadillac’s Art and Science design language, a move aimed at making this mid-sized luxury car stand out from its Teutonic competition. It did, and simply because of its sharp, angular, lines.

When launched as a 2003 model, the CTS replaced the Catera — this car was a lesson on how to take a successful European car (the Opel Omega MV6) and turn it into a moribund offering that did little to further Cadillac’s reputation (only the Chevrolet Cavalier-based Cadillac Cimarron did more to tarnish the brand). The good news is that the CTS turned out to be, and still is, a ride that has done more than a little to return the shine to the company’s image.

When it debuted, the base CTS was offered with Deluxe and Sport packages. Along with its bold exterior style, the CTS also ushered in a new level of interior refinement. The cluttered look of old made way for a cohesive cockpit that was as easy on the eyes as it was to find and operate the key controls. It also delivered the needed interior space without making the car feel large when driven with enthusiasm. The back seat provided enough space for two adults and the 12.8-cubic-foot trunk accommodated a family of four’s luggage with ease.

The entry-level car included air conditioning, the needed power accessories including an eight-way power driver’s seat, cruise control and a decent traction control system. The Deluxe package added an eight-way power passenger seat, a garage door opener, a digital voice recorder, a driver’s seat memory package, some tasteful real wood accents and an auto-dimming rear-view mirror with compass.

The Sport package, which included the Deluxe upgrades, brought a sports-tuned suspension with automatic rear load levelling, high-performance brake linings, P225/50R17 tires and speed-sensitive steering. It also added something that should have been standard across the board — StabiliTrak, General Motors’ sophisticated stability control system.

All models were powered by a 3.2-litre V6 that put 200 horsepower and 220 pound-feet of torque at the driver’s disposal. In a twist, at least for Cadillac, a six-speed manual gearbox was the base transmission, with a five-speed automatic (with sport and winter modes) being the option. The performance this team generated was, to be polite, best described as acceptable — it took more than eight seconds to put 100 kilometres an hour on the clock. This shortcoming was corrected in 2004.

Cadillac transformed the mild to wild when it introduced a new optional engine and the mighty CTS-V. The addition of the new 3.6L V6 engine, married to a five-speed automatic, added the needed performance to the mortal car — the 255 hp and 255 lb-ft of torque on tap turned up the wick and dropped the zero-to-100-

km/h acceleration time to less than seven seconds.

The rear-drive CTS not only had road presence and style, it backed up its good looks with impressive handling. When pressed, the CTS hunkered down and delivered a predictable ride, even when galloping through a series of switchbacks. The fact it delivered a neutral feel topped things off nicely. In this regard, the CTS was the equal of its German competitors. On the flip side, the ride quality was remarkably refined considering the handling characteristics — larger road irregularities were soaked up in stride. The Sport package did sharpen the CTS’s response, but it also firmed up the ride somewhat — it was very European-like in its tuning.

For those looking for a truly wild ride, the CTS-V and its 5.7L V8 engine and six-speed manual box was the only way to go. With 400 hp and 395 lb-ft of torque on tap, it was a formidable performer. It romped to 100 km/h in five seconds and bridged the 80-to-120-km/h gap in 5.1 seconds. The CTS-V also featured a reworked suspension, bigger brakes, larger P245/45R18 tires, speed-sensitive steering and a sport version of StabiliTrak — the driver could choose one of four settings including a competition mode that allowed the back end to stray a little before reeling things back in to line and it could be turned off altogether. The latter was not for the faint of heart. In 2006, the CTS-V adopted the 6.0L LS2 V8 engine, which produced the same 400 hp and 395 lb-ft of torque.

When driven with purpose, something that was extremely hard to resist, the CTS-V brought a much sharper response to driver input, and it was capable of pulling in excess of one-G lateral force through a corner.

Right from the start, the CTS-V was rightly described as a “four-door” Chevrolet Corvette Z06. That puts the performance into perspective. However, the engine’s iron fist was tempered by the V’s velvety interior and a surprisingly refined ride — taut but far from harsh.

In 2005, GM ditched the passé 3.2L V6 and replaced it with a downsized version of the 3.6L V6. The smaller 2.8L V6, complete with variable valve timing, upped the CTS’s output to 210 hp, but dropped the torque production to 195 lb-ft. It did, however, add some needed refinement to the powertrain. The 2006 and 2007 models remained essentially unchanged pending the introduction of an all-new CTS in 2008.

The CTS and its bold styling may not be everybody’s cup of tea, but for those looking for a balanced blend of luxury and sportiness, this car delivers — the 3.6L V6 engine being the better buy. It provides a rewarding drive with the response and refinement expected of an upscale offering. In fact, the automotive arm of Consumer Guide ranks the CTS as a Best Buy in its class.

For those seeking to brighten the dull daily commute, the CTS-V is the right choice — it packs a hellacious punch when it’s driven hard without being temperamental when cruising about town.